CFR series DE 241
| CFR series DE 241 | |
|---|---|
 |
|
| Numbering: | DE 241.001 / 002 |
| Number: | 1 double locomotive |
| Manufacturer: | BBC , Henschel , Sulzer |
| Year of construction (s): | 1937 |
| Axis formula : | 2'Do1 '+ 1'Do2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 29,300 mm |
| Height: | 4,480 mm |
| Width: | 3,000 mm |
| Fixed wheelbase: | 5,400 mm |
| Total wheelbase: | 26,000 mm |
| Empty mass: | 218 t |
| Service mass: | 230 t |
| Friction mass: | 148 t |
| Wheel set mass : | 19 t (driving axle) 13 t (running axle) |
| Top speed: | 100 km / h |
| Hourly output : | 3,236 kW |
| Starting tractive effort: | 360 kN |
| Hourly traction: | 244 kN (at 33.5 km / h) |
| Continuous tensile force: | 174 kN (at 48 km / h) |
| Driving wheel diameter: | 1,350 mm |
| Impeller diameter: | 1,000 mm |
| Motor type: | 2 x Sulzer 12LDA31 |
| Motor type: | Twelve-cylinder, four-stroke diesel engine, designed as a vertical two-shaft engine |
| Rated speed: | 700 rpm |
| Power transmission: | electric |
| Number of traction motors: | 8th |
| Locomotive brake: | Westinghouse air brake |
Under the designation DE 241.001 / 002 , the Romanian state railway CFR ran a diesel - electric double locomotive that was in service on the connection between Bucharest (București) and Kronstadt ( Brașov ) from 1937 . With an output of 4,400 hp (3,236 kW), it was the most powerful diesel locomotive in the world at the time it was put into service .
commitment
The Ploieşti – Braşov railway line , with its section over the Predeal Pass, is the shortest rail route between Central Europe and the Romanian capital Bucharest. However, the connection is characterized by steep gradients of up to 25 per mille. In addition, about 2/3 of the inclines are in arcs with a minimum curve radius of 275 m . Under these conditions, the express trains with a mass of 600 t should be transported at a speed of 50 km / h. On gradients of 3 o / oo the locomotive should still be able to transport the same mass at 100 km / h. The previously used CFR locomotives could no longer keep up with the increasing traffic performance; Express and freight trains were carried by up to four locomotives in times of greatest traffic. First, the CFR intended to electrify the line. However, since the costs seemed too high, the dieselization was decided. The latter project appeared to be easier to implement because of the oil reserves in Romania .
In 1936, the CFR commissioned Sulzer AG in Winterthur with a test locomotive for express train service. The electrical equipment was supplied by BBC in Baden , the vehicle part was to come from Henschel in Kassel . For the performance specifications, an output of 4400 hp with eight driving axles was calculated. This led to the locomotive being split into two similar halves. This should simplify a later exchange with successor locomotives. Both halves received their own locomotive number from the CFR.
Before being delivered to Romania, the locomotive was used for several days on the Winterthur – St. Gallen took test drives in front of an audience. From November 1937, it was used between Bucharest and Brașov.
The locomotive was in service with the CFR for several decades. Probably for reasons of the approaching war, however, no further locomotives were ordered. Surely it would have been very interesting to find out what the locomotive made for a figure before the extraordinarily high loads. Due to the technical parameters of the diesel engine, you can imagine the sounds of the diesel locomotive going uphill like a freight train over the Křižanské sedlo , hauled by four diesel locomotives of the T 478.1 series , an event that could still be experienced in 2000. Ultimately, after 1960, the Ploieşti – Braşov railway line was electrified, and the 060 EA series took over the service over the Predeal Pass . As with some of the SBB's electric locomotives , it became evident in the long run that such giant locomotives as a whole were somewhat uneconomical, which led to the development of the CFR series 060 DA on non-electrified lines and the use of this locomotive in multiple traction if necessary . After it was taken out of service, the machine was parked in the Bucharest North depot. It has been preserved there as a museum piece to this day.
technology
Each half of the locomotive has four driving axles fixedly mounted in the main frame, a leading bogie and a steering axle. The driving axes have no lateral displacement. In order to ensure that the smallest bends in the route of 275 meters can be negotiated without restriction, the flanges of the respective central drive axles are weakened by 15 millimeters. Each drive axle is driven by its own motor. The motor power is transmitted by a hollow shaft drive .
The bogie frame is completely electrically welded. The bogies were fitted with a damping device to ensure smooth running in the straight. Due to the hollow shaft drive, a special design had to be selected for the radially adjustable running axis. The construction corresponded to that of the E 05 of the Deutsche Reichsbahn . The main frame is welded. The main frame sheets are 26 millimeters thick, those of the cross connections ten to 15 millimeters. The entire frame weighs 11.2 tons.
The four traction motors of each half of the locomotive are rigidly attached to the main frame cross members. The clearance between the drive axle shafts and the hollow shafts can be adjusted using intermediate layers. The vehicle roof has been designed to be removable so that the engines can be removed.
The vehicle was fitted with a Westinghouse air brake . The required compressed air is generated in each half of the locomotive in a two-stage motor pump and fed to the 400-liter main tank via two cooling systems. From there, the compressed air is routed to the brake valves in the driver's cab and on to the consumption points. The main air tanks of both halves are connected to one another by pipes.
The locomotive halves each have a driver's, generator, engine and cooler room. There is a transition bridge between the two as a connection, which is covered with a bellows . In the driver's cab there are two doors on the left and right as access. In addition, the batteries, two air tanks, sand spreaders , the signal whistle and various other auxiliary devices are housed in the driver's cab . The room is clad with wood. A foot warming plate for the train driver is also built into the floor. The front of the vehicles is divided into three parts. The middle and right front window are made of tempered glass. A headlight is mounted above the central windshield , and additional signal lamps are arranged below the two side windows .
The generator room houses the fuel tank, the electrical equipment, the motor air pump and a frame for the series resistors.
The double locomotive was powered by two twelve-cylinder diesel engines with an output of 2200 hp (1620 kW) each at a speed of 700 rpm, and one engine made 1900 hp at 620 rpm. The engines work according to the four-stroke process with direct fuel injection. The diagram of the drive motor is shown in the sketch. The structure of this engine can be imagined as two adjacent engines similar to the ČSD series T 478.1 . The cylinder diameter of 310 mm with a piston stroke of 390 mm and the maximum speed of 700 rpm show this. Each side of the engine had its own fuel pump. These two engine sides acted on a common output shaft to which the main generator was connected. Each side of the engine also had its own camshaft , and the intake and exhaust valves were controlled via roller tappets , bumpers and rocker arms , as well as the diesel injection pump . The diesel engine was charged by two supercharger fans manufactured by BBC and based on the Alfred Büchi system ( turbocharger ). They acted on both sides of the cylinder on the three cylinders that were closer to the front and rear. Together with the main generator, the engine was arranged on a common machine frame that was rigidly supported at six points on the main frame of the locomotive. The main generator, which feeds the traction motors, was driven by a gear drive.
The diesel engine was operated in four speed ranges, the eight positions of the driving switch enabled two different power levels of the electrical control for each speed range. It is interesting that the locomotive was also operated with an assistant. There was a special call system at the operator's desk for this purpose.
In order to enable a later exchange of units, both locomotive halves were constructed in the same way. However, since the delivery of further locomotives did not materialize due to the Second World War, this constructive benefit was never implemented.
literature
- Chronicle of the Railway . Beginnings 1690 to 1835; Epoch 1A 1835 to 1894; Epoch 1B 1896 to 1920; Epoch 2 1920 to 1949. Volume 1 . Heel, Königswinter 2005, ISBN 3-89880-413-5 , p. 368 ff .
- KR Repetzki diesel locomotives and railcars in Glaser's Annalen 1937–1953, Transpress Reprint, Berlin 1987, ISBN 3-344-00128-0 .
Web links
- Pictures of DE 241.001 / 002 on railfaneurope.net
- Contributions to the discussion about the locomotive on Turntable-online
- Website about the technology of the locomotive in English
Individual evidence
- ↑ a b c d K. R. Repetzki Diesel locomotives and railcars in Glaser's Annalen 1937–1953. Transpress Reprint, Berlin 1987, ISBN 3-344-00128-0 , p. 29.
- ↑ Photo of the locomotive on its test drives in Switzerland, downloaded from turntable-online.
- ↑ Pavel Bittner, Leoš Tomancak: Bardotky Neboli, Zamračené. Motorové lokomotivy řad 749, 751 a 752 (T 478.1 a T 478.2) ve fotografii. = "Bardotky", alias, "Dark faces". Photo gallery of the 749, 751 and 752 series diesel locomotives (T 478.1 and T 478.2). = Bardots or Frowned. Diesel locomotives classes 749, 751 and 752 (T 478.1 and T 478.2) on pictures. Gradis Bohemia sro, Prague 2009, ISBN 978-80-86925-07-3 , illustrated book about the T 478.1.
- ^ Photo of the locomotive as a well-preserved museum locomotive
